Sailing method and system

ABSTRACT

There is disclosed a method of sailing based on manipulation of a sail in the air whil permitting free rotation of the sail about a single point, and manipulation of a keel in the water while permitting free rotation of the keel about a single point; and coordinating the sail manipulation and the keel manipulation by connecting the points or making them a single point. The disclosed system of sailing has means for manipulating a sail in the air while permitting free rotation of the sail about a single point; and means for manipulating a keel in the water while permitting free rotation of the keel about a single point and means for connecting the sail manipulating means with the keel manipulating means.

NOTICE REGARDING COPYRIGHTED MATERIAL

A portion of the disclosure of this patent document contains material which is subject to copyright protection. The copyright owner has no objection to the facsimile reproduction by anyone of the patent document or the patent disclosure as it appears in the Patent and Trademark Office file or records, but otherwise reserves all copyright rights whatsoever.

FIELD OF THE INVENTION

This invention relates to a sailing method and system.

BACKGROUND OF THE INVENTION

In the prior art, the concept of eliminating heeling moment of a sailing vessel (as illustrated in FIG. 1 a) by aligning the vector of the lift force created by a sail with the vector of the lateral resistance force of the keel (as illustrated in FIG. 1 b) has been explored. [See http://www.geocities.com/aerohydro/home.htm.] This technology is currently being pursued in the Sail Rocket endeavour

[http://www.whbs.demon.co.uk/sr2/] to establish a sailing speed record.

There has also been much recent interest in the concept of ‘flying’ sails, as seen in kite boarding, kite kayaking and kite sailing.

The concept of ‘flying’ a keel in water is less well known, but had some uses during World War II as a means of sweeping for mines. Mine sweepers towed a paravane at the end of a long cable to sweep for mines. Hapa keels work in a similar manner.

SUMMARY OF THE INVENTION

According to this invention, there is provided a method of sailing comprising the following steps: (a) manipulating a sail in the air while permitting free rotation of said sail about a single point; (b) manipulating a keel in the water while permitting free rotation of said keel about a single point; (c) coordinating said sail manipulating and said keel manipulating by connecting said points or making said points the same single point.

According to this invention, there is also provided a system of sailing, comprising: (a) means for manipulating a sail in the air while permitting free rotation of said sail about a single point; (b) means for manipulating a keel in the water while permitting free rotation of said keel about a single point; (c) means for connecting said sail manipulating means and said keel manipulating means.

The invention herein combines the concept of alignment of force vectors with the concept of flying a sail and the concept of flying a keel.

A sail can be bridled and ‘flown’ from a single pivot point. The sail will achieve stability for various adjustments to the bridling. Similarly, a keel can be bridled and ‘flown’ from a single pivot point. The keel will achieve stability for various adjustments to the bridling. Connecting these two pivot points results in a revolutionary sailboat design. Capsising moment is eliminated by setting the vertical inclination of the sail and keel so that their force vectors align. This sailing vessel is self-stabilizing for changes in the direction or velocity of the flow of wind or water, balancing rotational forces automatically, and will hold a steady course for given wind and water flows, and can be steered by trimming the setting of the keel or sail or both without needing a rudder, and has the potential to change tacks.

BRIEF DESCRIPTION OF THE DRAWINGS

A better understanding of the present invention can be obtained when the following detailed description of the preferred embodiment is considered in conjunction with the following drawings, in which:

FIG. 1 a shows conventional sailboat designs which have forces out of alignment.

FIG. 1b shows prior art concept of aligning the force of lift from the sail with the force of lateral resistance of the keel.

FIG. 1c shows the current invention aligning forces through pivot points connected to each other.

FIG. 1d shows the pivoting sail module in greater detail.

FIG. 1e shows the pivoting keel module in greater detail.

FIG. 2 a shows a sail assembly square to the wind.

FIG. 2 b shows a sail assembly ragging (or in ‘irons’) parallel with the wind.

FIG. 2 c shows a sail assembly at an intermediate point of stability.

FIG. 3 a shows a keel square to the flow of the water.

FIG. 3Z b shows a keel ‘ragging’ (or in ‘irons’) parallel with the flow of water.

FIG. 3 c shows a keel at an intermediate point of stability.

FIG. 4 shows how a sail assembly can be tacked with both of the lower control lines attached to the clew and one running around the mast. (This also illustrates the concept of a tacking keel.)

FIG. 5 shows a conventional, telescoping rigid arm cooperating with conventional rotational elements operating in the vertical and horizontal planes, allowing control of sail or keel in the horizontal and vertical planes.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

The preferred embodiment is made up of a pivoting sail module connected to a pivoting keel module in a manner that allows for alignment of the force vectors through a pivot point or pivot points as illustrated in FIG. 1c.

1. Pivoting Sail Module

Consider any standard sail and spars assembly 90 as conceptually represented by A-B-C in FIG. 1 d where a spar is a mast, boom or any other pole, A is the head of triangular sail 50, B is the tack and C is the clew, and where A-B is the location of the mast and leading edge or luff of sail 50, A-C is the leech or trailing edge of sail 50 and B-C is the location of the boom and foot of sail 50.

Sail assembly 90 is conventionally mounted on conventional floats 40 at B and C that have sufficient buoyancy to prevent sail assembly 90 from sinking.

The imaginary line J-K is drawn through the geometric centre of sail 50 perpendicular to the plane in which sail 50 is located. (The line J-K is intended to approximate the force vector operating through the centre of effort of the sail when the sail is square to the wind.) Point P_(s) is located on the imaginary line J-K about one-and-one-half mast lengths from sail 50.

Sail assembly 90 is attached to point P_(s) with three sheets 60, 70 and 80 running respectively from A to P_(s), B to P_(s) and C to P_(s). The said sail assembly 90 together with its said sheets 60, 70 and 80 is referred to hereinafter as a sail module 100. The sheets can be made of rope or wire or other non-rigid material. So long as these sheets are of fixed length and remain under tension, point P_(s) will remain in a fixed location with respect to sail 50. Then, by adjusting the length of these sheets, point P_(s) can be relocated to any position in the hemisphere located on that side of sail 50. From a different frame of reference, an operator located at point P_(s) could ‘fly’ sail assembly 90 like a kite in a wind, by adjusting the length of the sheets 60, 70 and 80, allowing sail module 100 to freely pivot around the point P_(s). The sail assembly 90 will ‘fly’ in the hemisphere located downwind of P_(s). When P_(s) is at or near the surface of the water, the floats 40 will restrict the sail assembly 90 to the half of the downwind hemisphere that is at or above the surface of the water. The mass of the sail assembly 90 will, in light winds, keep the sail assembly 90 from lifting above the surface of the water. Consequently, adjusting sheet 60 in or out (or simultaneous adjusting sheets 70 and 80 in or out in tandem) will adjust the vertical inclination of the sail assembly 90 and will affect vertical lift, while adjustments to sheet 70 or 80 individually or in opposing directions will cause the sail assembly 90 to rotate around a vertical axis running from the foot of the sail through the head of the sail. This in turn will cause the entire sail module 100 to rotate in an arc on the surface of the water with P_(s) at the centre of the circle containing that arc.

To learn to ‘fly’ sail assembly 90, the operator could sit at the end of a dock, facing the water, and hold the pivot point P_(s) in his hands. In the initial set-up with the wind at his back, blowing from the shore, if the imaginary line J-K perpendicular to sail 50 passes through P_(s), then sail 50 will lie directly downwind from P_(s) and will be square to the wind (as shown in FIG. 2 a).

Trimming sheet 60 (or sheets 70 and 80 in tandem) in or out will adjust the vertical inclination of the sail assembly 90 and will affect vertical lift. These adjustments can be used to accomplish the Bernard Smith objective of eliminating heeling moment as illustrated in FIG. 1 b. In stronger winds, this adjustment will also determine whether the sail assembly 90 becomes airborne.

If the operator sheets out sheet 80 as far as it will go under tension, sail assembly 90 will come to “rest” (being a position of relative stability) directly downwind, but parallel to the wind (as in FIG. 2 b) and the sail 50 will be luffing or ragging rather than square to the wind and full (as it was in FIG. 2 a). (A tripod of floats or counterweights below the water may be added to prevent the sail from falling over at this point.)

Intermediate adjustments of the length of the sheet 80 will allow sail assembly 90 to assume the position shown in FIG. 2 c, with the entire sail module 100 pivoting around point P as the sheet 80 is adjusted in or out.

A similar effect can be achieved by adjusting sheet 70 in or out.

At each point of adjustment of sheet 70 or 80, the pivoting sail module 100 rotates some distance along an arc centred on P_(s), and may oscillate back and forth somewhat, but is self-stabilizing and eventually comes to “rest” with the sail assembly 90 at a specific angle relative to the direction of the wind.

For some settings of the sheets, more than one stable equilibrium may exist. When multiple equilibria exist, simple experimentation will show a person skilled in the art how to manipulate the sheets to move the sail from one equilibrium to another.

The reader knowledgeable in the art will realize that a symmetrical sail could rotate through most of the downwind semi-circle with appropriate adjustments, but that an asymmetrical sail would need to be flipped over (or ‘ack’) in order to cover the other half of this semi-circle.

2. Pivoting Keel Module

With reference to FIG. 1 e, a standard centreboard or keel 150 is conceptually represented by D-E-F. D-E is the leading edge of keel 150 and D-F is the trailing edge of keel 150 and E-F is the top of keel 150. Keel 150 is of standard proportions relative to the size of sail 50 and has negative buoyancy (i.e. is heavier than water and would sink but for the floats described in the next paragraph).

Keel 150 is conventionally attached to conventional floats 140 at E and F having sufficient buoyancy to prevent the top of keel 150 from sinking below the surface of the water.

The imaginary line L-M is drawn through the geometric centre of keel 150 perpendicular to the plane in which keel 150 is located and the point P_(k) is located on the imaginary line L-M about one-and-one-half keel lengths from keel 150.

Using the term ‘sheet’ to describe a line made of rope or wire which can be used to adjust a keel in or out, Keel 150 is attached to point P_(k) with three sheets 160, 170 and 180 running respectively from D to P_(k), E to P_(k) and F to P_(k). Said keel 150 together with said sheets 160, 170 and 180 are referred to as a keel module 200. So long as these sheets are of fixed length and remain under tension, point P_(k) will remain in a fixed location with respect to keel 150. Then, by adjusting the length of these sheets, the point P_(k) could be relocated to any position in the hemisphere located on that side of keel 150. From a different frame of reference, an operator located at point P_(k) could ‘fly’ keel 150 in moving water such as a flowing river (like flying a kite in the air by adjusting the length of the sheets), allowing keel 150 to freely pivot around the point P_(k).

The keel module 200 will ‘fly’ in water in the hemisphere located downstream of P_(k). However, the mass of the keel 150 will keep the keel 150 from flying in air (as the keel is heavier than water and is not designed to fly in air). When P_(k) is at or near the surface of the water, this will restrict the keel module 200 to the half of the downstream hemisphere that is at or below the surface of the water. The buoyancy of the floats 140 will determine the propensity of the keel 150 to stay at the surface of the water or to ‘fly’ beneath the surface of the water. Adjusting sheet 160 in or out (or simultaneous adjusting sheets 170 and 180 in or out in tandem) will adjust the vertical inclination of the keel 150 and will affect its vertical lift, giving it a propensity to sink or to start lifting out of the water (which with sufficient velocity of the flow of water could result in the keel 150 ‘skipping’ along the surface of the water).

Adjustments to sheet 70 or 80 individually or in opposing directions will cause the keel 150 to rotate around a vertical axis running from the bottom of the keel through the top of the keel. This in turn will cause the entire keel module 200 to rotate in an arc at or below the surface of the water with P_(k) at the centre of the circle containing that arc.

To learn to ‘fly’ keel 150, the operator could sit on a rock in the middle of a flowing river holding the pivot point P_(k) in his hands. In the initial set-up with the water running from the rock, if the imaginary line L-M perpendicular to keel 150 passes through P_(k), then keel 150 will lie directly downstream from P_(k) and will be square to the flow of water as in FIG. 3 a.

If the operator sheets out sheet 180 as far as it will go under tension, keel 150 will come to “rest” directly downwind, but parallel to the flow of water (as in FIG. 3 b) rather than square to the flow (as it was in FIG. 3 a).

Intermediate adjustments of the length of sheet 180 will allow keel 150 to assume the position shown in FIG. 3c, with keel module 200 pivoting around point P_(k) as the sheet is adjusted in or out.

A similar effect can be achieved by adjusting sheet 170 in or out.

At each point of adjustment of 170 or 180, the pivoting keel module 200 rotates some distance along an arc centred on P_(k), and may oscillate back and forth somewhat, but is self-stabilizing and eventually comes to “rest” with the keel 150 at a specific angle relative to the direction of the flow of water.

For some settings of the sheets, more than one stable equilibrium may exist. When multiple equilibria exist, simple experimentation will show a person skilled in the art how to manipulate the sheets to move the keel from one equilibrium to another.

The reader knowledgeable in the art will realize that a symmetrical keel could rotate through most of the downwind semi-circle with appropriate adjustments, but that an asymmetrical keel would need to be flipped over (or ‘ack’) in order to cover the other half of this semi-circle.

3. Pivoting Sailing Vessel

A sailing vessel is created by connecting pivoting sail module 100 to pivoting keel module 200 by connecting their respective pivot points P_(s) and P_(k).

The connection may be effected through any means that allow the sail module 100 and the keel module 200 to freely rotate around the respective connection points P_(s) and P_(k). The connection may be effected by a standard universal joint (not shown for simplicity of illustration), in which case P_(s) and P_(k) are at the same location, or by a longitudinal separator (not shown for simplicity of illustration) where P_(s) and P_(k) are attached to the separator in a way that allows free pivoting at opposed ends thereof thereat, of sail module 100 and keel module 200 respectively. The longitudinal separator may be a rigid bar or be the function performed by an operator who holds the ropes of sail module 100 and keel module 200 respectively in his opposed hands or any other rigid or non-rigid means of connecting P_(s) and P_(k).

A sailing vessel as contemplated herein includes any device that can navigate water using wind as the means of propulsion. Thus the sail module 100 when connected to the keel module is a sailing vessel. A hull in the conventional sense (that carries human or inanimate cargo) is unnecessary, but, if desired, a hull can easily be incorporated at the floats 40 on the sail assembly or at the floats 140 on the keel, or a conventional hull could be towed from P_(s) or P_(k) or from the connector connecting P_(s) to P_(k.) or from the sail or from the keel.

Assuming sufficient wind relative to any movement of the water, the wind acting on sail 50 will cause sail module 100 to move relative to the water. As P_(s) begins to move relative to the water, it will pull keel module 200 through the water, creating an ‘apparent’ flow of water past keel 150. With appropriate lengths of the various ropes (which can be determined by trial and error), sail module 100 and keel module 200 each will rotate until each settles at a stable angle and the vessel will then sail on a stable course relative to the wind direction. Of course, if the water current is moving faster than the wind, keel module 200 will pull sail module 100 but the same stability will be achieved relative to the water current direction.

Adjustments to the length of any one or more of the sheets 70, 80, 170 or 180 will result in course changes, with the sail module and keel module finding new points of equilibrium. For each setting, a point of stability will be achieved and a steady course will result. When multiple equilibria exist, one equilibrium will be achieved and will be sustained until further changes are made or the system is moved to one of the other equilibria by a shock to the system such as a large wave or a dramatic windshift.

4. Pivoting Sailing Vessel—Fixed Course Version

A basic version of the vessel uses fixed lengths of sheets for all the connections. Since the sheets will not be adjusted in this version, they can be made of rigid or non-rigid material. The vessel with fixed sheet lengths will only sail on a small number of distinct courses relative to a given wind and water condition.

5. Pivoting Sailing Vessel—Steerable Version

An advanced version has conventional mechanisms for adjusting the lengths of the various sheets. The course of the vessel can be adjusted by adjusting the length of the sheets 70, 80, 170 and 180. Sheets 70 and 80 control the rotation and setting of sail 50 and thus sail module 100, and sheets 170 and 180 control the rotation and setting of keel 150 and thus keel module 200. Each adjustment of keel module 200 causes rotation of sail module 100, and vice versa, but the resulting changes are always self-stabilizing, with the result that the vessel settles on a new course for each adjustment.

6. Pivoting Sailing Vessel—Tacking Version

Instead of attaching sheet 70 to the tack ‘B’ of sail 50, sheet 70 can be run in front of the mast and along the leeward side of sail 50 and connected to the clew ‘C’ on the opposite side of sail 50 as in FIG. 4. This will allow sail 50 to tack. Keel 150 can be made to tack in a similar fashion.

7. Pivoting Sailing Vessel with Rigid Connection Arms

Above, instead of using sheets made of wire or rope or any other non-rigid material, some or all of the connections could be made with fixed lengths of rigid material. For example, wooden or synthetic (metallic or plastic) bars or rods could be used instead of rope.

As well, the rigid material may have an adjustable length though the employment of conventional mechanical elements. As shown in FIG. 5, a conventional, telescoping rigid arm 500 cooperating with conventional rotational elements operating in the vertical and horizontal planes, allows the same control of sail 50 or keel 150 in the horizontal and vertical planes, as explained above with non-rigid sheets.

8. Further Variations of Pivoting Sailing Vessels

Above references to floats and hulls should be read to include hydroplanes, but are not limited to hydroplanes.

Above, sail 50 of standard sail and spars assembly 90, has been described and illustrated as triangular. Four-sided sails are also standard and this invention can be easily applied by those skilled in the art, to four-sided sails with obvious changes to the above description. Instead of three sheets to the each corner of sail 50, there would be four sheets, one for each corner of rectangular sail and the coordinated pulling/releasing of one, pairs or triplets of ropes would effect the desired rotation of the sail or keel, as the case may be. Similarly, other standard and innovative shaped sails and keels can be accommodated with obvious changes.

Also, passengers and cargo can be carried on keel 150 or sail assembly 90, or in a separate vessel towed from P_(s) or P_(k) or from the connector connecting P_(s) to P_(k.) or from the sail or from the keel.

Above, there are references to “flying a kite in the wind”, or “flying a keel” in a flowing river. Obvious variations include apparent flows of water or wind, such as when an operator of a kite in still air runs to generate an apparent air flow impacting on the kite, or a person at the stern of a boat moving in a still lake towing the keel module 200.

Sail assembly 90 and keel 150 can be, with appropriate adjustment of the sheets/etc, in the context of specific wind and water currents, be made respectively to rise completely above, and sink completely below, the water level.

All Figures are drawn for ease of explanation of the basic teachings of the present invention only. The extensions of the Figures with respect to number, position, relationship, and dimensions of the parts to form the preferred embodiment are within the knowledge of those skilled in the art after the above teachings of the present invention have been read and understood. Further, the exact dimensions and dimensional proportions to conform to specific force, weight, strength, wind and water conditions and similar requirements, will likewise be within the knowledge of those skilled in the art after the above teachings of the present invention have been read and understood.

Where used in the various Figures, the same numerals and letters designate the same or similar parts or locations. Furthermore, when the terms “top”, “bottom”, “first”, “second”, “inside”, “outside”, “edge”, “side”, “front”, “back”, “length”, “width”, “inner”, “outer”, and similar terms are used herein, it should be understood that these terms have reference only to the structure shown in the drawings as it would appear to a person viewing the drawings and are utilized only to facilitate describing the invention.

Although the method and apparatus of the present invention has been described in connection with the preferred embodiment, it is not intended to be limited to the specific form set forth herein, but on the contrary, it is intended to cover such alternatives, modifications, and equivalents, as can be reasonably included within the spirit and scope of the invention as defined by the appended claims. 

1. A method of sailing comprising the following steps: (a) manipulating a sail in the air while permitting free rotation of said sail about a single point: (b) manipulating a keel in the water while permitting free rotation of said keel about a single point; (c) coordinating said sail manipulating and said keel manipulating by connecting said points or making said points the same single point.
 2. A system of sailing, comprising: (a) means for manipulating a sail in the air while permitting free rotation of said sail about a single point; (b) means for manipulating a keel in the water while permitting free rotation of said keel about a single point; (c) means for connecting said sail manipulating means and said keel manipulating means. 